Carbureter-governor.



G. ADAMS.

CARBURETER GOVERNOR..

APPucAnoN FILED DEC. 16. 191e.

1,234,995. Patented July 31, 1917.

x EX/IA UJTGAS E5 DI? HOTWA TER FFPOM ENG/NE JACKET GRIDLEY ADAMS, OFCHICAGU, ILLINOIS.

CARBURETER-GOVERNOR.

Specification of Letters Patent.

Patented July 31, 1917.

Application filed Becember 16, 1918. Serial No. 137,317.

To all whom t may concern.'

Be it known that I, GRIDLEY ADAMS', a

citizen of the United States, residing at Chiair inlet, 3. is a chambercasing interposed in the .liquid 'fuel supply pipe, 5, anterior to thecoil, 5a, in said chamber, 4. It

cago, in the county of Cook and State of \is conveniently mounted on thetop of the Illinois, `have invented certain new and useful Improvementsin Carbureter-Governors, of which the following is a specification,,reference being had to the accompanying drawings, forming a partthereof. l

The purpose of this invention is to provide an improved means forfurnishing .to

'a 'carbureter of an internal combustion engine, the air and the liquidfuel Anecessary for the explosive mixture in a pre-heated condition withthe temperature controlled so as to be approximately uniform,notwithstanding variations in the outer air temperature and the initialtemperature of the liquid fuel which results from said outer airtemperature. In consists in the elements and features of constructionshown and described, as indicated in the claims.

In the drawings Figure 1 is a partially diagrammatic view of the natureof an elevation of the parts of the structure constituting thisinvention for the purpose of showing their general relai tion to eachother.

Fig. 2 is a vertical section of a chamber in which the liquid fuel ispre-heated by the previously pre-heated air supply, section being madeaxially with respect to the thermostatic devices mounted on saidchamber.

In the structure represented in the drawings, 1 is an air supply pipefor conducting air to the carbureter, which is reached ultimately by theterminal pipe member, 16. 2 is a branch of the exhaust pipe from theengine which is shown extending as a coil, 28, within the air supplypipe, 1. It will be understood that after its emergence at the end of'said coil portion, said exhaust pipe branch may rejoin the main exhaustpipe, not shown, or extend tothe muflier, not shown. 3 is an auxiliaryair inlet branch leadin into the air supply pipe, 1, at a point beyonthe heating coil, 2B. 4 is a chamber into which the air supply pipe, 1,leads after junction therewith o the auxiliary air supply pipe, 3. 5 isa liquid fuel supply pipe which is extended into the chamber, 4, andextends as a coil, 5, therein and therechamber, 4, closing an opening,4, in the top thereof. 9 is a thermostatic device consisting of abi-metallic coil, the outer end 0f which is secured to the casing, 8,the inner end being secured to a hollow shaft, 10, which is journaled inthe to and bottom walls of said casing and exten s out through thebottom wall, and below the bottom wall where itextends in the opening,4", in the top of the chamber, 4. It has rigid with it a ever arm, 11,extending ofi' radially, and having the end bent into direction parallelwith the said tubular shaft, as seen at 12. 'Io said offset end portion,12, of said lever arm, there is secured the outer end of a thermostaticelement, 14, similar to the thermostatic element, 9, the inner end ofsaid thermostatic element, 14, being rigidly connected to a shaft, 15,which extends through the hollow shaft, 10, and protruding above thecasing, 8, into the auxiliar air inlet branch, 3, constitutes the stem othe valve, 7. It will be observed that the thermostatic element, 9, isexposed to the temperature of the liquid fuel supply before the latterhas been heated by the air in the chamber, 4, and that the thermostaticelement, 14, is exposed' to the temperature of the air 'in said chamber,4. The direction of coiling of the thermostatic element, 9, is such inview of the disposition'cf the two metals of which said thermostaticelement is composed,-that having the higher coefficient of expansionbeing exterior,-that the colder the liquid fuel passing through thecasing, 8, and acting upon said thermostatic element 9, the farther theouter end of the thermostatic element, 14, will be carriedin thedirection for closing the valve, 7 and the thermostatic element, 14,having the same disposition of its two metal members, as thethermostatic element, 9, is coiled in such direction that the warmer-theair in said chamber, 4, the farther the inner or valve-stem connectedend of said thermostatic element, 14, is moved around in direction foropening the valve. rIhe result, it will be seen, is that the amount ofair admitted through said through, emerging therefrom at the fartherauxiliary air inlet to temper the air which end as the pipe, 5", andextending thence to the float chamber, 6, 0f the carbureter. A

valve, 7 is provided to control the auxiliary has been previously heatedin the pipe, 1, by the exhaust gases passing through the coil, 2*, beincreased by a rising temper- -sirable for passing to the carbureter.

ature in the air in the chamber, 4, and also will be 'increased bya risein temperature of the liquid fuel. Thus, the hotter the exhaust gases,and the warmer the atmosphere, and the warmer in consequence the liquid.fuel in the pipe, 5, and theA mixed air coming into the chamber, 4, themore outer air will be admitted for cooling it; but this wlll beaffected also by the temperature ofthe liquid fuel, which if it is quitecold, will cause the thermostatic element, 9, to adjust Vthethermostatic element, 14, so as to admit less cooling air through theauxiliary air inlet than if said liquid fuel is quite warm.

The thermostatic devices, 9 and 14, will be constructed and proportionedwith respect to the parts which are operated by them and the passages inwhich they are located and the quantity of air and liquid fuel to beafected, so as to cause the liquid fuel at its emergence from the end ofthe coil, 5, in the chamber, 4, to have a predetermined temperaturejudged most de- This result will be accompanied by a varying temperatureof the air emerging from the chamber, 4, which will be warmer or cooler,according tothe outside atmospheric temperature and that of the exhaustgases; but in any event, it lwill be at a higher temperature than theliquid fuel issuing from the coil, 5, because its own temperature at theentering end of said chamber, 4, will have been enough higher than thetemperature of the liquid fuel entering at that end to adapt it to raisethe temperature of the liquid fuel at the emergence of the latter to thedesired point, and to do this the air must itself carry an excess ofheat above the temperature which is to be produced in the liquid fuel.It is considered desirable that the air and the liquid fuel should reachthe carbureter at substantially the same' temperature, so that thetemperature of the resultant mixture will not be affected by anyvariation in the proportions of the air and liquid fuel, such variationof proportions being made constantly for reasons well understood inrespect to the operation of internal combustion engines. 'It istherefore desirable to provide means for reducing the temperature of theair whichemerges from the chamber, 4, to the temperature of the oilwhich has been produced by the exposure of the liquid fuel to thepreviously higher temperaturebf the air in the chamber, 4. For thispurpose there is provided a second auxiliary air inlet, 20, foradmixture of outer air with the air emerging by way of the pipe, 16,from the chamber, 4, and a thermostatic device, 17, similar to vthosealready described is located in the pipe, 16, beyond the air inlet so asto be exposed to the temperature of the air after the admixture of anadditional quantity admitted through said second auxiliary air inlet,and this third thermostat is operatively connected inv substantially themanner already described in respect to the other thermostats with thevalve, 21, which controls said second auxiliary air inlet. `The positionof the elements of said thermostatic device and the direction of coilingof the same for chamber, 6, at the same temperature as the` airdelivered to the carbureter intake is conducted at substantially thattemperature from the float chamber by the pipe, 5c, to the nozzle, 25,at lwhich it is discharged for mixture with said'air. 26 represents avalve in the air pipe which may be operated in the usual way forcontrolling the amount of air admitted to the carbureter. It will beunderstood that this valve may be in any position and operated in anymanner for this purpose without departing from this invention. f

I have described the pipe coil, 2a, as conducting exhaust gases, but itmay conduct hot water from the engine jacket if preferred. Thedimensions would be different if the hot water instead of the hot gaseswere employed, but it is not intended in the drawings to indicate thedimensions for either purpose, such dimensions being left to thejudgment of the mechanic according to the type of engine andtheconvenience in respect to making the proper connections with the hotgases or hot water as'the case may be.

claim 1. The combination with a carbureter of an internal combustionengine; an air supply pipe and means for pre-heating the air passingtherethrough by the engine fluids; an auxiliary air inlet for admixtureof outer air with said pre-heated air; a liquidv fuel supply pipe, andmeansv by which it is exposed to the temperature of said pre-heated andadmixed air, and two thermostatic devices, one exposed to thetemperature of said pre-heated and admixed air, and the other-exposed tothe temperature of the liquid fuel supply before the latter is exposedto the temperature 'of said air; and a valve which controls theauxiliary air inlet, both said thermostats being operatively connectedvfor controlling said valve.

2. In combination with a carbureter, an

f air supply pipe and means for pre-heating the air passing therethroughby the engine iuids; an auxlliary air inlet for admixture ofv outer airwith said pre-heated air; a liquid fuel supply pipe and means by whichit 1s exposed to t e temperature of said p-reheated and admixed air; avalve controlling the auxiliary air inlet; a thermostatic device exposedto the temperature of said pre-heated and admixed air,V operativelyconnectedv with said valve for adJusting it, and a second thermostatexposed to the temperature of the liquid fuel in said liquid fuel pipe,and operatively connected with the first thermostat for adjusting itstemperature-sensitive element.

3. In combination with a carbureter, an air supply pipe and means forpre-heating the air flowing therethrough by the engine fluids; anauxiliary air inlet for admixture of outer air with said p-re-heatedair; a chamber through which the mixture flows; a valve which controlssaid auxiliary air inlet; a thermostatic device exposed to thetemperature of the admixed air in said chamber, and operativelyconnected for controlling said auxiliary air valve; a liquid fuel supplypipe extending within said chamber for heating the liquid fuel by theair in said chamber; a second thermostat exposed to the temperature ofsaid liquid fuel ranterior to said chamber, said second thermostat beingoperatively connected with the first for adjusting the latter, and meansfor conducting the air from said chamber, and the liquid fuel from saidpipe beyond said chamber, to the carbureter.

4. In combination with a carbureter; an air supply pipe and means forpre-heating the air passing therethrough by the engine liuids; anauxiliary air inlet for admixture of outer air with said pre-heated air;a liquid fuel supply pipe and means by which it is exposed to thetemperature of said preheated and admixed air; two thermostatic devices,one exposed to the temperature of said air and the 4other exposed to thetemperature of said liquid fuel; Va valve which controls said auxiliaryair inlet, and operative connections from both said thermostats forcontrolling said\ valve; a second auxiliary air inlet for admixture ofouter air with' said p-re-heated and previously admixed air beyond theplace at which the liquid fuel pipe is exposed to the temperature ofsaid air; a third thermostat exposed to the temperature of the airbeyond said auxiliary air inlet; a valve which controls said secondauxiliary air inlet, and operating connections from said thirdthermostat for controllingsaid valve.

5. In "combination with a carbureter, an air supply pipe and means forpre-heating the air passing therethrough by the engine fluids; anauxiliary air inlet for admixture of outer air with said pre-heated air;a liquid fuel supply pipe and means by which it is exposed to thetemperature of said preheated and admixed air; two thermostatic devices,one exposed to the temperature of saidair and the other exposed to thetemperature of said liquid fuel; a valve controlling the auxiliary airinlet, the two thermostats each comprising a bi-metallic coil and ashaft to which the inner end of said coil is secured; a partitionseparating said coils, the shaft for one of the coils being tubular andhaving the other shaft extending through it,

said tubular shaft being extended through the partition and having atthe opposite side thereof from the coil whoselinner end is attached toit, a lever arm, the other coil having its outer end attached to said'lever arm, the shaft to which the last mentioned coil is attached atits inner end being operatively connected to the auxiliary air inletvalve.

In testimony whereof, I have hereunto set my hand at Chicago, Illinois,this 13th day of December, 1916.

GRIDLEY ADAMS.

